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J. F. HUGHES.

INDIGATORPOR RAILWAY CARS. No. 371,889. PatentedOot. 18,1887.

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(No Model.) 2 Sheets-Sheet 2. J. F. HUGHES.

INDIGATOR FOR RAILWAY CARS? No. 371,889. Patented Oct. 1.8, 188?.

WITNESSES INVENTEJFI NV PETERS. Phnwliihcgnphn. Wnhingkm. ac.

JOHN F. HUGHES, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR OF ONE- IIALF TO JOHN J. OROURKE AND EDYVARD A. MILLAR, BOTH OF SAME PLACE.

ENDICATQR FOR RAILWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 371,889, dated October 18, 1887.

Application filed March 24, 1887. Serial No. 232,290. (No modeli) To all whom it may concern:

Be it known that I, JOHN F. HUGHES, a citizen of the United States, residing at Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented certain new and useful Improvements in Indicators for Railway-Cars; and I do hereby declare the following to be a full, clear, and exact description of the invention, reference being had to the accompanying drawings, which form part of this specification, in which- Figure 1 is a bottom vicw,and Fig. 2 aside view,of the front axle and a portion of the indicator-operating mechanism; Fig. 3, a bot- 5 tom view, and Fig. 4 a side view, of the other part of the mechanism, and Fig. 5 a detail view of the lever and its connections.

This invention has relation to station or street indicators for steam or horse railways,

and has for its object to provide an indicator which shall be controlled and operated directly by the movement of the car.

This invention, therefore, consists in providing a station or street indicator and, oper- 2 5 ating mechanism which shall be controlled and operated solely by the movement of the car, and which will indicate only when the car has traveled a predetermined distance.

This invention further consists in the construction, combination, and arrangement of parts, as more fully described hereinafter and specifically claimed.

Referring to the accompanying drawings, A represents one of the axles, preferably the forward one,upon which is carried a bevel gearwheel, a.

13 represents a horizontal shaft journaled in hangers b b on the bottom of the car.

0 c c are bevel gear-wheels,mounted on and 40 revolving with the shaft 13, the forward wheel, 0, meshing with the wheel a on the forward axle, A, and thereby imparting motion to the shaft B when the car is moved in either direction.

D D are vertical shafts jonrnaled above the shaft B and carrying bevel-gears (Z d on their lower ends, said gears meshing with the gears 0 0 On the upper end of shaft D is mounted gearwheel d, and on the shaft D is mounted a single toothed wheel, (2. As will be understood, this train of gearing operates the indicating mechanism,which can be placed in any desired position in the ear. I

The mechanism for operating the indicator proper, as shown in detail in Fig. 3 of the drawings, is as follows:

6, f, and g are stationary vertical shafts, upon which are mounted gear-wheels E, F, and G, which are free to revolve upon their respective shafts, the wheel E having attached to its hub a finger, e',which moves therewith, the outer end of this finger extending beyond the periphery of the wheel and meshing with wheel F. Upon the 'shaft 9 and attached to to the wheel G so as to move with it is a smaller mutilated gear-wheel, g,which meshes with and is operated by wheel (2 the single spur-wheel d", meshing with and operating gear E. In the lower face of wheel F, near the edge thereof, are a number of holes, j, which are designed to receive pins 9', which can be screwed or otherwise rigidly fastened therein, and extend at right angles to the face of the wheel.

H is an upright pillar placed between the wheels F and G, and affording bearings for a swiveled lever, h, and spring m. The ends of the lever extend beneath the wheels Fand G the shorter end, h, being in the path of the pins j on the wheel F, while the longer end, h",is in the path of lug g on the lower face of wheel G, the lug g having beveled ends and a square depression, the object of which will be further explained.

Ashaft, I, carrying gear 2', meshed with wheel G, conveys motion to the traveling band K, which is the indicator proper. This band K is mounted on two vertical rollers, 70 70, at either end of the box V. The roller 70 is connected by a clutch, Z, with shaft I, and the roller 70 is attached to a coiled spring in the usual manner in which curtain-rolls are attached, so that as the band is rolled from it onto roller 70 the spring will be wound up, and when the roller K is turned in the reverse direction the band will be rolledagain on roller 7c,- or if the roller 70 be freed from connection with the shaft I the band will be automatically rolled upon roller la. The wheel (2 is attached to its shaft by means of any of the ordinary clutches in common use, so that if the car be moved when it is not desired to operate the indicator the operating mechanism may be detached and allowed to remain inactive.

The operation of the device vis as follows: As the car moves forward or backward, motion is transmitted to the shafts D D through their trains of gearing, as described, and with them revolve the wheels d d", the wheel (2 revolving the wheel 9 till the mutilated portion of said wheel 9 is coincident with the portion d, when by reason of the absence of teeth at that point on wheel 9 it does not mesh with wheel (l and therefore ceases to revolve. At the same time the end h of lever h is thrown by spring at into the opening in the lug on the lower side of wheel G, and at the same time the single spur-wheel d" is revolved by means of its shaft D, at each revolution moving the wheel E the distance of one tooth and the wheel E at each complete revolution, through the finger 6, moving the wheel F the distance of one tooth. As the wheel Fis revolved onits shaft the pins j meet the pivoted lever h and cause it to be slightly moved to one side, and thereby turns the wheel G a sufficient distance to enable the gears g and d to again mesh, and thus a complete revolution is given to the wheel G, and throughjt and the shaftI and its gearing the band K is wound upon either of the rollers k or 70, according to the direction in which the car is moved. As will be seen in Fig. 5 of the drawings, the lever h has sufficient play upon its bearings, so that as the wheel G turns upon its shaft the lever h is moved in a horizontal direction asufficient distance to permit its ends to clear the lug g and pin j, the spring at forcing it back to position after it has been moved out of contact with the lug and pin. It will thus be seen that the band K is only moved when one of the pinsj operates the lever h, and as these pins are adjustable in the face of the wheel F the band K will only be operated at predetermined times, dependent upon the number of revolutions made by the wheels of the car and number of teeth in the wheels E F. Thus, if the circumference of the car-wheel be five feet and the gearsE F have respectively ten and fifty teeth,

and there are ten pins at equal distances apart in the wheel F, the band will be given one movement for each two hundred and fifty feet traveled by the car. Of course if the pins be placed at unequal distances apart in the face of the wheel F, the movement of the tance in one direction and the band will move so as to indicate the streetor station passed, and if the car then be run in an opposite direction without turning, the movement of the band will be reversed without change in the operating mechanism. If, however, the car he turned around so as to run in the oppos1te direction, all that is necessary to be done is the roller What I claim is-- 1. In a station-indicator, the combination, with one of the axles of a car, of mechanism connected therewith and comprising intermeshing gear-wheels adapted to receive con tinuous motion from said axle while the car is in motion, and a second set of gear-wheels connected to a suitable signal or indicator and normally stationary, and a. movable rod or lever adapted to be operated at intervals by the first set of gear-wheels, and so arranged that it will thereupon contact with a movable wheel in the second'set of gear-wheels, throwing the same into connection with the aforesaid driving-axle of the car, substantially as described.

2. In a station-indicator, the combination, with a train of gearing normally connected with and receiving motion from the axle of the car, and a movable lever adapted to receive intermittent motion from said gearing, of an indicator-operating shaft, an indicator adapted to be operated thereby, gearing connected to said shaft, a mutilated wheel in said last-named gearing, and a constantly-revolving gear-wheel arranged in juxtaposition to said mutilated gear-wheel, whereby when the latter is thrown forward ashort distance by the contact of the movable lever the indicator will be moved, substantially as described.

3. I11 a station-indicator, the combination, with a set of gear-wheels connected to an indicator, a movable lever so arranged as to throw said gear-wheels into mesh with a constantly-moving'gear-wheel, and a second set of gear-wheels receiving motion from the axle of the car, of a wheel in'said last-named set of wheels, and movable stops or pins on said wheel, adapted to contact withand move said lever, whereby the intervals at which the indicator is operated may be determined and altered at pleasure, substantially as described.

4. In astation-indicator, the combination, with gear-wheel d receiving'motion from the axle of the car, the gear-wheel F, having pins j, and the intermediate gear-wheel, E, of the indicator-belt K, shaft I, adapted to communicate motion thereto, gear-wheels i and G, the latter having a lug or projection, 9 pivoted lever h, arranged between wheelsF and G, and the gear-wheel d receiving motion have hereunto set my hand this 21st day of from the axle of the car, said parts being so March, 1887. constructed and arranged that when the le ver h is moved by the Wheel F the wheels G JOHN HUGHES 5 and d will be brought into contact, substan- Witnesses:

tially as and for the purpose set forth. EDWARD E. PAXSON, In testimony that I claim the foregoing I WILL H. POWELL. 

